Retaining-valve for air-brake systems.



W. A. TALLEY.

RETAINING VALVE FOR AIR BRAKE SYSTEMS.

APPLICATION FILED MAY 15, 1912.

1,097,375. Patented May 19, 1914.

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KW @1 1 y WILLIAM A. TALLEY, F fi'AYBE, OKLAHOMA.

RETAINING-VALVE FOR AIR BBAKE SYSTEMS.

Specification of Letters Patent.

Application filed May 15, 1912.

Patented May 19, 1914.

Serial No. 697,568.

1 '0 all whom it may concern Be it known that I, WILLIAM A. TALLnY, acitizen of the United States, residing at Sayre, in the county ofBeckham and State of Oklahoma, have invented certain new and usefulImprovements in Retaining- Valves for Air-Brake Systems, of which thefollowing is a specification, reference being had to the accompanyingdrawings.

This invention relates to retaining valves for air brake systems and hasfor its primary object to provide an adjustable valve whereby anydesired train line and auxiliary cylinder air pressures may bemaintained in the system.

Another object of the invention is to provide a device of the abovecharacter including a releasing and retaining valve structure suppliedby a common duct which is connected by a pipe to the brake cylinder, oneof said valves acting to retain a predetermined air pressure in saidcylinder, and a pipe connection between the other valve and the trainline pipe whereby the cylinder pressure is automatically reduced uponthe increase of the pressure in the train line.

Still another object of the invention is to provide a valve for theabove specified purpose which may be utilized in connection with the airbrake systems now in common use without materially increasing the costof installation.

lVith the above and other objects in view as will become apparent as thedescription proceeds, the invention consists in certain constructions,combinations and arrangements of the parts that I shall hereinafterfully describe and claim.

In the accompanying drawing, wherein I have illustrated the preferredembodiment of the invention, the figure represents my improved valvestructure and the connections between the same and the train line pipeand auxiliary pressure cylinder, the retaining and release valves beingshown in section.

Referring in detail to the drawing 5 designates the train line pipe ofan air brake system and G the connecting pipe between the train linepipe and an auxiliary pressure cylinder 7, said connect-ion beingeffected through the ordinary triple valve 8 at the end of the auxiliarycylinder. The brake cylinder which is supplied from the auxiliarypressure cylinder is indicated by the numeral 9.

The improved valve forming the subject matter of the present applicationconsists of a pressure retainer generally indicated by the numeral 10and the release valve indicated at 11. The casings of these retainingand release valves are mounted upon a base plate 12 which is adapted tobe attached to the body of a car in any preferred manner. This basestructure is proided with a duct or passage 13 having branches 14;leading to the lower ends of the yalve cylinders. The casing of theretaining valve is internally threaded at its upper end and is providedwith an adjustable head 15 engaged therein. This head has a centrallongitudinal bore 16 through which the valve stem 17 is looselydisposed. This stem is provided upon its intermediate portion with an.annular flange 18 between which and the lower end of the head 15 a coilspring 19 is arranged. The lower end of the stem 17 is provided with avalve 20 for engagement with a removable seat 21 arranged in the end ofthe branch supply passage 14. The valve casing of the retainer is alsoprovided with an exhaust port indicated at 22. The release valve casingis also internally threaded at its upper end to receive an adjustablehead 23. This casing is provided intermediate of its ends with a wall24, having a central opening through which the valve stem is looselydisposed. A packing box indicated at 26 is arranged upon the under sideof this wall and upon the upper end of the valve stem a piston head 27is secured. Between this head and the adjustable head 23 in the valvecasing a coil spring 28 is disposed. This valve casing is also providedwith an exhaust port 29, the lower end of the stem has a valve 30thereon for engagement with a removable seat 31 arranged in the other ofthe branch supply passages 14-. A pipe 32 connects the interior of thereleasing valve above the wall 2 1 with the auxiliary supply pipe 6 andsupplies air to the valve case between the piston 27' and said wall 24;.

A flexible pipe 33 connects the common supply duct 13 with the exhaustport of the triple valve 8 and in this pipe a three Way valve 34: isarranged by means of which the connection between the retainer and thetriple valve 8 may be cut off at any time should it become necessary.

The operation of the device may be cf- Cir fected by two diiferentmethods. The pressure of air necessary to lift the valve 30 from itsseat is first regulated by the adjustment of the head 23 to set therelease valve to sustain less than the train line pressure. In order torelease the brakes, the engineer after applying the brakes in the mannerof the present air brake system, moves the brake valve handle to runningposition and allows the same to remain in such position until the trainline is recharged within a few pounds of the pressure at which the re-vleasing valve is set. The engineers valve handle is placed in the lapposition so that the valve is held upon its seat until it is desired torelease the brakes. By simply moving the valve handle to its releaseposition, the pressure at which the valve 30 has been set by theadjustment of the head 23 is overcome by the air pressure beneath thepiston 27 so that the air escapes through the port 29 and therebyreleases the brakes. The device may also be operated by setting thereleasing valve 30 to sustain a pressure of two or three pounds greaterthan the normal train line pressure. In this condition of the device,the engineer after applying his brakes as under the present system,moves the brake handle to running position and recharges the train lineto a pressure of approximately seventy pounds, which is the maximum. Inorder to release the brake cylinder pressure, the engineers valve handleis moved to release position and remains in such position until thetrain line is charged above the pressure the valve 30 is set to sustain.This excess pressure is obtained from the main supply tank carried bythe engine. The retaining part of the device is set by the adjustment ofthe head 15 to retain a high brake cylinder pressure in the brakecylinder. By providing the adjustable retaining valve, any desiredpressure may be maintained in the brake cylinder by simply regulatingthe tension of the spring 19. If extra braking power is de sired, thesame may be obtained by first making an application of the brakes, thispressure being retained by means of the valve 20. The train line is thenrecharged to make a second application of the brakes at the desiredpressure.

By means of the structure above described, a pressure sufficient toefiect the application of the brakes is at all times maintained in thetrain line and auxiliary supply cylinder 7, and as soon as the brakesare applied, the train line is immediately recharged while the retainingvalve 20 will hold the brakes in their set positions.

From the foregoing it is believed that the construction and manner ofoperation of my improved retaining device for air brake systems will beclearly understood. By simply adjusting the retaining and releasevalves, any desired pressure can be maintained in the brake cylinder andthe brakes held in their applied positions while the train line pipe isbeing recharged. The device may be used in connection with the ordinaryform of triple valve now commonly employed in air brake systems andowing to the comparatively few parts employed in its construction, itwill be appreciated that the device can be produced at very small costand readily installed for use in the ordinary system. As no changes inthe construction of the brake system as now used is necessary, the carsmay be readily provided with my improved retaining device withoutnecessitating the removal of any parts thereof.

\Vhile I have above described and shown in the accompanying drawing thepreferred embodiment of the invention, it will be understood that thesame is susceptible of considerable modification without departing fromthe essential features or sacrificing any of the advantages thereof.

Having thus described the invention what is claimed is:

The combination with an air brake system including the train line pipeand brake cylinder, of a base plate adapted to be afiixed to a suitablesupport and having formed therethrough a duct provided with divergingbranches, a pipe connection between said duct and the exhaust of thebrake cylinder, retaining and release valves, each of said valvesincluding a casing secured to the base plate and in communication withone of the branches of the duct and provided with an exhaust port, avalve member in each of the casings to close communication between thesame and the supply duct, the casing of the release valve having twochambers therein, a piston arranged in one of said chambers, the valvemember operating in the other cham ber, a stem connecting said pistonand valve member, a connecting pipe between the piston chamber and thetrain line pipe to sup ply air under pressure to said chamber and movethe piston to lift the valve member from its seat and release the airfrom the brake cylinder.

In testimony whereof I hereunto aiiir; my signature in the presence oftwo witnesses.

VILLIAM A. TALLEY. lVit-nesses WALTER L. FRIEND, ERNEST D. Boecs.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents Washington, D. 0.

